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BMW 3 Series Refresh Brings New 3.0L Diesel, Optional Euro 6 Compliance

330d
BMW 6-cylinder diesel engine with aluminum crankcase and 1,800 bar piezo-injection. Click to enlarge.

With its refresh of the 3 Series, BMW has introduced a newly developed in-line 6-cylinder diesel. The engine of the new BMW 330d delivers an output of 180 kW (245 bhp), 10 kW more than its predecessor, and a 7% reduction in fuel consumption. Maximum torque of 520 Nm (384 lb-ft) is available from 1,750 to 3,000 rpm.

The 330d also offers the option of BMW BluePerformance technology—with no impact on output and fuel consumption—to meet the Euro 6 emissions requirements which will not come into force until 2014.

The new BMW 330d accelerates from 0 to 100 kph (62 mph) in 6.1 seconds, and its maximum speed is electronically limited to 250 kph (155 mph). In the EU test cycle, the new BMW 330d has an average fuel consumption of 5.7 liters per 100 kilometers (41 mpg US) with CO2 emissions of 152 g/km.

The optimized output and fuel consumption levels result from a fundamental reworking of the 6-cylinder engine in its overall design, in many of its individual components and in the arrangement of its auxiliary units compared to its predecessor 3.0-liter unit.

While the capacity of 2,993 cc has been maintained, the engine features a newly developed crankcase made of a high-strength aluminum-silicon alloy. Newly sized crankshaft bearings and big end bearings reduce frictional losses while at the same time increasing both output and torque. The crankshaft has been given even greater rigidity in the interests of higher output.

The combustion chambers have been redesigned and the height of the cylinder head reduced. The vertical arrangement of the valves together with a newly regulated air intake supports cleaner combustion with a low level of emissions out. BMW is using ceramic spark plugs—a first in a 6-cylinder-diesel engine—to improve starting properties as well as fuel consumption and exhaust emission levels during the warm-up phase.

With a weight of 185 kg (408 lbs), the new 6-cylinder diesel weighs five kilograms less than its predecessor. With its compact design, low height, a new cylinder head cover, an intake silencer which can be deformed in height and the shift of the chain drive to the back of the engine, the new diesel also contributes to the fulfilment of future requirements in relation to pedestrian protection.

With a similar geometry to that of the 4-cylinder diesel, the auxiliary units of the generator, power steering pump and air conditioning compressor are placed at the left-hand side of the engine. Since all auxiliary units are driven by a single belt, no second belt level is required. This also further enhances the efficiency of the engine since it avoids frictional losses.

The third-generation common rail injection system was specially developed for the new 6-cylinder and features centrally located piezo injectors now operating at a maximum pressure of 1,800 bar. The high-pressure pump, the feed and injection lines of the rail pressure sensor and the pressure regulation valve have also been renewed as compared to the previous version of the system.

The new engine management system has increased computing power and larger memory capacity. Among other things, this enables it to tackle the control tasks required to fulfil the EU 6 exhaust gas norm. The engine management system draws its data from sensors in the engine block, the cylinder head, the cooling system and the injection system, the oil circulation system, the exhaust manifold, the air intake system, the exhaust gas recycling system and the area of the exhaust system.

A new variable geometry turbocharger can be controlled with greater precision in relation to load and output requirements. This ensures a spontaneous response at low engine speeds as well as a high level of power density under full throttle. Modified compressor and turbine wheels give the turbocharging process enhanced thermodynamic properties.

The newly conceived exhaust gas recycling system includes a duct integrated in the cylinder head, a newly arranged feed line to the air intake system and an especially effective cooling system. The performance-optimized high-quality steel radiator is positioned at the front of the engine and fitted with a bypass shutter which limits pollutant emissions during the warm-up phase. The quantity and temperature of exhaust gas admixture can be determined precisely according to the engine operating point and engine temperature. This further reduces engine out emissions.

Additional temperature reduction is brought about by ducts in the cylinder head. The cooling effect thereby created additionally reinforces the reduction of the combustion temperature in the combustion chambers which in turn reduces the proportion of NOx.

As standard, the new BMW 330d is fitted with a diesel particulate filter and an oxidation catalytic converter housed in a shared casing which is located immediately behind the engine. The diesel particulate filter operates maintenance-free and without the use of additives. Regeneration phases are required at regular intervals and are triggered by means of post-injection activated by the engine management system.

With its enhancements, the standard new 3.0L diesel undercuts the threshold levels set for Euro 5 emissions. The BluePerformance option integrates a NOx storage catalytic converter into the aftertreatment system. The coating of the NOx storage catalytic converter consists of platinum, palladium and rhodium. The catalysis produced by these precious metals causes the nitrogen monoxide and nitrogen dioxide to bond with the barium carbonate elements installed in the catalytic converter, enabling these substances to be stored in the form of barium nitrate.

By running the engine on a higher proportion of fuel for short periods of time—activated by post-injection—these nitrates can be completely combusted. The sulfur oxides caused by the combustion of diesel fuel are eliminated in the same way. In the optional configuration with BluePerformance technology, the new BMW 330d meets the future Euro 6 ratings.

The Euro 5 NOx requirement is 0.18 g/km; the Euro 6 NOx requirement is 0.08 g/km. The current US EPA Tier 2 Bin 5/CA LEV II NOx requirement is 0.044 g/km (0.07 g/mi).

BMW also enhanced the four-cylinder diesels in the 320d and 318d to meet Euro 5 standards. Optimized EGR uses a high-pressure cooling unit to provide effective temperature reduction and an electrically controlled valve precisely measures the exhaust gas recycling process. The control data is acquired by means of a temperature and exhaust gas pressure sensor.

The effectiveness of exhaust gas aftertreatment has been further enhanced. New precious metal coatings for the diesel particulate filter and the oxidation catalytic converter enable even more intensive conversion or storage of hydrocarbons, carbon monoxide, nitrogen oxides and diesel particles.

All the 3 Series models, gasoline and diesel, are fitted with Brake Energy Regeneration using intelligent generator regulation. In the manual transmission version of the BMW 3 Series with 4-cylinder engines, an Auto Start/Stop Function enhances efficiency in urban traffic particularly.

Additional model-specific measures to save fuel include active control of the air intake flaps in the radiator grille to improve aerodynamics and the operation of auxiliary units—power steering, electric cooling pump, air conditioner compressor—on a needs-only basis. All versions of the new BMW 3 Series are fitted as standard with Runflat tires which have reduced rolling resistance.

Including the models BMW 320d Coupé and BMW 320d Convertible, six models of the BMW 3 Series have a CO2 output level of 140 g/km.

Comments

ejj

41 MPG - who cares?

Lucas

I don't.

I have no use for it.

Never will.

Raymond

The BMW 335d and X5d with a modified version of this engine is coming this fall to the USA market, and I believe that BMW is working on certifying the 2.0-liter twin-turbo diesel engine from the 123d for the USA market, too.

I'd love to drive a BMW 335d that could get over 35 mpg in freeway driving, that's to be sure.

Herm

why does the US have such strict standards for air quality?.. we sure could use a bunch of diesels with their high economy.

Matthew

why does the US have such strict standards for air quality?

Breathe deep in any European city, and you'll understand why.

@ Matthew.

Well siad! That is exactly the reason. EU cities have developed a diesel stink, that DID NOT used to be there. Europeans adapt, and don't even smell it any more, but when you first climb off a plane from America it is immediately smellable.

T2B5 is not a really clean diesel standard. It merely equals the absolutely dirtiest gasoline engined car you can buy since catalytic converters were required back in the late 70s early 80s.

The so-called "clean diesels" in Europe resemble uncontrolled polluting pigs from the 1940s and 1950s. They spew pollution. Maybe a little less than they used to do, but that is not sayng much.

It is unforgiveable what the people charged with regulating toxic emissions in the EU have done.

Absolute Corruption.

They speak of meeting existing US standards not today, not tomorrow, not next year, not in ten years, but perhaps by 2035 or so.

Meanwhile they change the subject to chase a harmless, necessary, non-polluting trace gas, as if it mattered. Hint, there has been no Global Warming in a decade and none is expected by ther most hysterical Warmist Scientist, for a few decades more.

The Earth has cooled, as the Sun goes through one of its periodic up and downs. We are entering a 'down' solar phase.

All the furor over Global Warming occurred when the Sun was in one of its 'up' phases. While GHG can and do warm the Planet, Dr. Miskolczi's new scientific Theories say GHGs are saturated, in Earth's Atmosphere.

f you add a CO2 molecule, the Earth adjusts by withdrawing an H20 molecule from the upper atmosphere keeping the GHG effect constant. Experiemnt s daocuemnt the dryingof the upper atmsophere ansdit has been puzzled over for the past 40 years,as it contradicts standard GHG theory.

Experiemnts seem to confirm his scientific theories, much, much better than the old theories. If you can't see the vacuum at your shoetops, then you accept part of his theory as the old model said there was a chunk of Outer Space, there,disconecttingthe ESArth and Oceasn fromthe atmosphere.

Did you find the shoetop vacuum? His theory connects the atmsophere to the EArth's surface, including a virtually infinite Ocean of GHGs. The atmosphere doesn't runaway when touching the Oceans of water so there MUST be a limitation on GHGs, somehow.

A saturated GHG atmosphere required by Conservation of Energy is the reason. Runaway global warming is as dead as a the theory of the Eather
permeating the Universe.

stas peterson

Sorry for the lack of spell checking.

@ Matthew.

Well said! That is exactly the reason. EU cities have developed a diesel stink, that DID NOT used to be there. Europeans adapt, and don't even smell it any more, but when you first climb off a plane from America it is immediately smellable.

T2B5 is not a really clean diesel standard. It merely equals the absolutely dirtiest gasoline engined car you can buy since catalytic converters were required back in the late 70s early 80s.

I fail to see why we would want dirtier air after all the work and effort we have done to clean it up. Why go backward?


The so-called "clean diesels" in Europe resemble uncontrolled polluting pigs from the 1940s and 1950s. They spew pollution. Maybe a little less than they used to do, but that is not saying much.

It is unforgivable what the people charged with regulating toxic emissions in the EU have done.

Absolute Corruption.

They speak of meeting existing US standards not today, not tomorrow, not next year, not in ten years, but perhaps by 2035 or so.

Meanwhile they change the subject to chase a harmless, necessary, non-polluting trace gas, as if it mattered. Hint, there has been no Global Warming in a decade and none is expected by the most hysterical Warmist Scientist, for a few decades more.

The Earth has cooled, as the Sun goes through one of its periodic up and downs. We are entering a 'down' solar phase.

All the furor over Global Warming occurred when the Sun was in one of its 'up' phases. While GHG can and do warm the Planet, Dr. Miskolczi's new scientific Theories say GHGs are 'saturated', in Earth's Atmosphere.

If you add a GHG molecule say a CO2 molecule, the Earth adjusts by withdrawing an H20 molecule from the upper atmosphere keeping the GHG effect constant. Experiments document the drying of the upper atmosphere and it has been puzzled over for the past 40 years, as it contradicts standard GHG theory.

Experiments seem to confirm his scientific theories, much, much better than the old theory.

If you can't see the vacuum at your shoe tops, then you accept part of his theory; as the old model said there was a chunk of Outer Space, there, disconnecting the Earth and Oceans from the atmosphere.

Did you find the shoe top vacuum? His theory connects the atmosphere to the Earth's surface, including a virtually infinite Ocean of GHGs. Why worry about a few CO2 molecules when there are all those H2O molecules now available in his theory.

Yet, The atmosphere doesn't Runaway when touching the Oceans of water, so there MUST be a limitation on GHGs, somehow.

A "saturated GHG" atmosphere required by Conservation of Energy is the reason, according to Miskolczi.

Runaway global warming is as dead as a the theory of the Aether
permeating the Universe.

 herm

But surely we could tolerate some pollution in low population states like Wyoming, Montana etc.

I have never found the smell of diesel particularly offensive.. just be careful when you pump it in, maybe wear disposable gloves.

Yeah, "tolerate some pollution"...and just how will you keep people from using these vehicles elsewhere?

I don't think you could convince a major manufacturer that it is worthwhile to carry a line of vehicles which meets all safety standards of the US but not the emissions for sale in the 5 or 6 low population density states. The states with the worst pollution problems and highest population density are the ones where the automakers make their money.

Anyone notice how the US version of the 335d (as reported by Car & Driver) will have an additional 40hp...

Treehugger

Stan Peterson

you are an ass, plus your post are far too long for any body to bother reading them.

Anyway your stuborn denial makes you say just plain idiocy every time.

Global warming is not temperature running away but displacing equilibrium as in any system where you introduce a perturbation.

So do your research before posting your litany of stupidities

eric

"why does the US have such strict standards for air quality?

Breathe deep in any European city, and you'll understand why."

oh yes, the air in Barcelona, Berlin, Madrid, Milan, their foul, unbreathable stench assails your nostrils....NOT. seriously, get a clue (and preferably some actual experience of said cities) before posting uninformed tripe.

Andy

Very interesting but.....

Look at the complexity of ICE these days. How many unique tools, design hours, capital equipment, exotic materials and machining man hours go into this little beauty. Not forgetting the entire gasoline and lubrication industry.

Tell me why (oh why, why why!) don't we make electric motors and batteries cheaper and better than this.

Couple of castings, bit of stamping and coil winding for the motor. Some chemical mixing, powder milling and deposition tools for the battery. Stock electronics ... etc. (yeah I know I simplify)

Go go electric baby... your day is dawning..... Bye bye old man oil, we appreciate your contribution.

Henry Gibson

Higher and higher power! Power sells! Torque sells! Economy must be available in Europe because there are CO2 standards so it must be diesel! Serial Plug-in-Hybrids don't need torque at low speeds on their engines. The high perfomance of modern gasoline cars has people only wanting to buy high performance electric cars, Tesla etc. The price of the electric motor and its electronic drive alone cost more than the whole TATA Nano. AC propulsion did studies a decade ago that showed that the Lead-acid batteries are sufficient for much plug in hybrid use and are much cheaper to make and easier to handle than LiIon. The cost per mile of lead and initial cost makes them practical at todays prices for transporation, and electronic charge control will give a longer life that can be added to Firefly and EFFPOWER technology. It is too bad that TATA did not do a plug in hybrid for only double the price. If you want power, buy a 6cyl BMW diesel or a Tesla. ..HG..

Henry Gibson

Steam cars!, Like steam locomotives, can have very high torque at zero speed. Vacuum insulated hot tanks can keep steam available instantly for weeks. Steam locomotives would be still used if they had had the modern isulating materials and knowledge we now have. ..HG..

I see trucks in the US producing black smoke when accelerating.
Not so much in Europe with particle filters and SCR.

Great, Stan. If GHG-emissions are not a problem, then there's no reason to subsidize expensive nuclear power plants or is there?

oh yes, the air in Barcelona, Berlin, Madrid, Milan, their foul, unbreathable stench assails your nostrils....NOT. seriously, get a clue (and preferably some actual experience of said cities) before posting uninformed tripe.

Don't be an ass, Eric. I've never been to those cities, but I've been to London, Paris, Stuttgart, Athens, and Istanbul...and believe me, they have a distinctive European stench.

Matthew

Of course, that last was me.

TDIMeister

"BMW is using ceramic spark plugs—a first in a 6-cylinder-diesel engine"

WOW, a first indeed!!!

Sulleny

It is strange that the Euro-diesel is not able to meet US standards. When have the US standards ever been higher than Europe's?

Matthew

U.S. air pollution standards are among the tightest in the world. You wouldn't know it from the wailing and gnashing of teeth in certain quarters, but it's been true for a couple of decades at least.

This comes from diverging preferences between the U.S. and Europe; the U.S. has focused on clean air, while Europe has been more interested in fuel efficiency. That's not to say that one of these priorities is inherently superior to the other, of course; there's good to be said for both of them.

But that's why we have cleaner air, and they have lower fossil fuel use.

dt

It is strange that the Euro-diesel is not able to meet US standards. When have the US standards ever been higher than Europe's?

Actually, the US moved on air quality well before Europe did, although more recently we've been playing leapfrog. The diesel issue really comes down to sulfur (that's what people smell, that's what precludes particulate filters and NO2 treatment): they moved to 50 ppm well before we moved from 500 ppm to 15, but right now we have lower sulfur in our diesel than they do (at least since 2006). Both the US and Europe are headed for 10 ppm, the US more aggressively.

The tradeoff here is NOx and PM (though that latter will change as new cars with particulate filters take over the fleet; NOx treatment technology is slower but should follow) in Europe vs CO2 and ozone (and fine PM) in the US. Cities like LA, NY and Atlanta have a different kind of stink vv London, Paris, or even Rome.


"NOx treatment technology is slower but should follow) in Europe vs CO2 and ozone (and fine PM) in the US. Cities like LA, NY and Atlanta have a different kind of stink vv London, Paris, or even Rome."

Thank you....

dollared

I'd like to think that America nobly chose cleaner air over European diesels.

However, the reality is that American car manufacturers agreed to the higher diesel standards in order to exclude high technology European diesels from competing with them.

While it does have an air pollution benefit, we in the US lose choices and we end up with much lower average MPG.

In terms of safety, efficiency, driveability and capability, there is no better combination than a 2.0-2.2 liter common rail TDI engine driving a 3000-3500lb station wagon, minivan or crossover. 35+MPG mixed cycle and seven passengers, plenty of tourque and cruising speed up to 110MPH (I know, I drove a volvo v50d and a VW Touran TDI last summer)

Instead, to get that capability in the US you have to buy a Honda Pilot, Kia Rondo or Chrysler minivan - all with V6 gas engines and at best 20-22mpg mixed cycle. Or a Tahoe....

And we consumers pay the price for a cynical regulatory protection scheme.

Sulleny

@ Treehugger:

"Disagreement is fine, insults, abuse or wild diversions are not." GCC rules of comment

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